peiestman



( No Model.) 6 Sheets-Sheet 1. W. D. 8: S. PRIESTMAN. HYDROGARBONENGINE.

No. 552,718. Patented Jan. 7, 896.

Fig. 4. I

lm/z wnzors. WMmm W. D. 81; S,'PRIESTMAN.

(No Model.) a Sheets-Sheet 2.

HYDROOARBON ENGINE.

Patented Jan. '7, 1896.

6 Sheets-Sheet 3.

(No Model.)

W. D'. 8: S. PRIESTMAN.

HYDROCARBON ENGINE.

No. 552,718. Patented Jan. 7, 1896.

ANDREW RGHAHAM PNOTb-LFMO WASHINGTOILDL,

(No Model.) 6 Sheets-Sheet '6. I

W. D. 8: S. PRIESTM'AN.

HYDROGARBON ENGINE. No. 552,718. Patented Jan. 7,. 1896.

M. PNUTWLITHQWASHINGTDNJ I:v

Unirnn STATES" PATE T Crrrcn.

WILLIAM DENT PRIESTMAN AND SAMUEL PRIESTMAN, OF HULL, ENGLAND, ASSIGNORSTO THE PRIESTMAN OIL ENGINE AMERICAN SYNDICATE,

LIMITED, OF SAME PLACE.

HYDROCAR BiON ENGlNE.

SPECIFICATION forming part of Letters Patent No. 552,718, dated January7, 1896.

Application filed January 2, 1895. Serial No. 538,625. (No model.)Patented in England November 2, 1893, No. 20,808, and August 17, 1894:,No. 15,721.

To ctZZ whom it may concern:

Be it known that we, WILLIAM DENT PRIEST- MAN and SAMUEL PRIESTMAN,directors of Priestman Brothers, Limited, subjects of Her 5 Majesty theQueen of Great Britain and Ireland, residing at Holderness Foundry, inthe town and county of Kingston-upon-Hull, En gland, have invented newand useful Improvements in Hydrocarbon-E11gines, (in respect IO whereofwe have applied for, but not yet obtained, Letters Patent in GreatBritain, No. 20, 808, to bear date November 2, 1893, and No. 15,721, tobear date August 17, 1894,) of which the following is a specification.

I 5 This invention relates to improvements in motor-engines operated bythe combustion of hydrocarbon vapor mixed with air.

Our present improvements are principally but not exclusively applicableto mtor-en- 2o gines of large size and in which two cylinders areemployed, each cylinder being double acting, so thata charge can beignited alternately on opposite sides of the piston.

The accompanying drawings represent ap- 25 paratus constructed accordingto our improved method.

Figure 1 is an elevation of a portion of a hydrocarbon-engine embodyingour improvements'in starting. Fig. 2 is a corresponding 0 side view.

ber and its communications with the cylin ders, showing the air-receiverin section. Fig. 4: is a longitudinal section through the vaporchamberand its jacket, and showing the spray 3 5 apparatus and air-inlet valvein position. Fig. 5 is a transverse section on the line 2 2 in Fig. 4.Fig. '6 is a view, partly in section and partly in elevation, of thedevice for operating the exhaust-valve and for preventing 4oback-pressure on the piston when starting the engine. Fig. 7 is acorresponding side elevation thereof. Fig. 8 is a longitudinal sectionthrough a cylinder and hollow piston and piston tail-rods, showing onemethod of keeping 4 5' the piston cool and regulating the expansion soas to correspond with that of the cylinder. Fig. 9 is a similar. view ofa modified arrangement for effecting this object and in which water isforced into the hollow piston and Fig. 3 is a view of thevapor-champiston tai1-rods. Fig. 10 is a sectional view drawn to alarger scale of the improved construction of intake-valve for preventingthe combustible vapor entering one of more of the combustion-chambersof-the working cylinders. Fig. 11 represents a longitudinal section ofmixing 0r spraying apparatus. Fig. 12 is a similar view illustrating amodified construction. Fig. 13 illustrates another modification. Fig.14. is a longitudinal section of mixing or spraying apparatus speciallyadapted for use in engines of the class herein referred to. Fig. 15shows a solid plug having flats formed on its sides. Fig. 16 is asection on the line as :0, Fig. 15. Fig. 17 illustrates a solid plugalso having flats formed on its sides, but terminating in a solidcylinder of slightly-less diameter than the passage. Fig. 18 is asection on the line y y, Fig. 17.

In. order to rapidly heat the vapor in the vapor-chamber A we allow theflame from the heating-lamp B to enter the space a between thevapor-chamber and its jacket, the flame bathing the outer surface ofthat chamber and the products of combustion escaping by way of a chimneyC specially provided. After 7 5 the engine has been started theheating-lamp B is extinguished and removed, and the orifice I), throughwhich the flame from the heating-lamp passed, is closed by a cover 0,the waste gases from the engine thereupon escap- 8o ing by way of thechimney C, which then serves as an exhaust-pipe.

a is a deflecting-plate to prevent the flame from burning the wall ofthe vapor-chamber.

In starting the engine we employ a heated air chamber or receiver D,Fig. 3, which surrounds the chimney or exhaust pipe C. Compressed air ispumped into this receiver by way of the pipe D fitted with a stop-cock Dand becomes heated by the products of combustion yielded by the lamp Bbeneath the vapor-chan1ber A. hen the air in the receiver D has becomesufficiently compressed and heated, a charge of vapor is forced into theheated vapor-chamber A, and a mixture of air from the receiver D andvapor from the vapor-chamber A are admitted, by means of the pipe (orpipes) d controlled by a cock 6,

into one (or both) of the motor-cylinder combustion-chambers and thereignited to afford an impulse to the piston.

F is the sprayer for supplying the mixture of oil and air to the chamberor receiver D, ff being respectively the pipes for conveying air and oilto said sprayer F.

When the engine has been started,the heating-lamp B removed and the cock0 closed, the combustible vapor generated in the vapor chamber A flowsinto the combustion-chambers of the working cylinders G H by way of thecommunicating passages or pipes g g g g.

In starting a hydrocarbon-engine of large size and having two cylinders,each working as regards each of its ends on what is known as thefour-cycle system, it is found desirable to obtain an impulse in onecylinder, and at the same time an impulse from the opposite end of theother cylinder. As the ignition of a charge would occur four times inevery two revolutions, and should take place once for each piston-strokeor half-revolution, it follows that, whereas the exhaust-valve for thechamber of one cylinder would be opened at the next half-revolution, theexhaust-valve for the chamber of the second cylinder would be closed andthe waste gases in the latter cylinder locked up,considerableback-pressure being presented to the piston and resistance offered tothe starting of the engine. To obviate this we employ a special devicefor opening the particular exhaust-valve at the requisite time.Referring to Figs. 6 and 7 ,this device consists of an extra cam h whichslides on a feather i on the camshaft i, such cam h being retained inoperative position on the camshaft by a lever h which engages under aledge 77/2 in the lower end of the cam h. This lever is pivoted on aring7&3 attached to the cam-shaft. After this cam 71. has effected theopening of the exhaust-valve, and that valve has been held open asufficient time to permit the waste gases to escape, the lower end ofthe lever it comes into contact with a pin or catch i The extra cam hhaving been released by means of the tilting of the lever h on itscoming into contact with the pin i is, under the influence of the spring71. forced into an inoperative position, whereupon the conditions ofworking assume an ordinary character.

c" '6 are the cams at present in use for actuating the exhaust valvesunder the ordinary conditions of working.

To keep the piston cool for the purpose of regulating the expansion soas to correspond as nearly as may be with that of the cylinder, we carryhollow piston tail-rods I K through the cylinder-covers I K at each endof the cylinder. The tail-rod I forms the inlet and is furnished with anextension I which acts as a plunger in the pump-barrel L. The othertail-rod K forms the passage for the delivery after the water has passedthrough both the hollow piston tail-rods and circulated through thehollow piston, the water from said tail-rod K entering a hollow casing Kattached to the cylinder-cover K and provided with an outlet-nozzle K Ifpreferred, a small force-pump suitably connected with the hollowpiston-rod I near the cross-head may be used for forcing water throughthe piston, or a force-pump attached to and worked by the engine may beutilized for forcing water by way of hollow pistonrods through thepiston.

In the arrangement illustrated in Fig. 9 two hollow tail-rods K K arefitted to a hollow piston and carried through the cylindercover K at oneend of the cylinder, the piston-rod being solid. The pump employed forforcing water into the cylinder-jackets for keeping the cylinders coolmay be utilized in this arrangement, the water entering thecylinder-cover K and passing by way of the communication 76 into thecasing 7t, thence through the tail-rod K and after circulating in thepiston escaping by way of the other tail-rod K into a second hollowcasing k and through the outlet-nozzle K or a suction-valve 7.0 and adelivery-valve k may be provided, thereby dispensing with a separatepump on the engine for the purpose of circulating water through thepiston and other parts which are required to be kept cool.

In starting the engine it is found advisable to prevent combustiblevapor entering one or more of the four chambers of the two work ingcylinders. To enable this to be accomplished, we construct the casingsfor the intake-valves so that they can be screwed back to lock thosevalves against their seats.

M is the casing which screws on the sleeve Zfor the valve-spindle m. Thecasing M is formed with projections m for facilitating its rotation whenlocking or releasing the valve. 02 is the spring which maintains thevalve in its normal position. It will be apparent that when the stop orcasing M is screwed back against the button m on the end of thevalve-spindle m, the valve will be prevented from opening. Thus eitheror any of the intake-valves can be easily rendered inoperative, thecharge or charges of combustible vapor being consequently prevented fromentering the combustion chamber or chambers.

As an engine of the character herein referred to in which two cylindersare employed, each cylinder being double-actin g, consumes aconsiderable quantity of combustible vapor, we prefer to employ sprayingor vaporizing apparatus of the kind hereinafter described andillustrated in Figs. 11, 12, 13, and 14: of the accompanying drawings.

Our improvements in the construction of spray apparatus applicable foruse in mixing hydrocarbon oil or other liquid with atmospheric air orother gas in the manufacture of vapor have for their object to. furnishan in creased yield or to enable the apparatus to be worked at acomparatively low pressure without effecting a less minute subdivisionof the liquid.

Heretofore we have employed mixing de vices comprising two concentrictubes, to which the fluids to be mixed are respectively supplied underpressure, the extremity of the outer tube being so formed in relation tothat of the inner tube that the two fluids are caused to meet at rightangles to one another or at an obtuse angle.

In a spraying or mixing device constructed according to our inventionthe passage N, through which the liquid is supplied, is of somewhatlarger diameter than usual, but is for the most part occupied by a fixedneedle or plug 0, the diameter of which is only slightly less than thatof the passage N.- Thus the effective area for the supply of the liquidis restricted to the minute annular space intervening between thesurface of the needle or plug 0 and the inner wall of the passage N. Pis thepassage for air or other gas. The needle or plug 0, Fig. 11, issolid, the liquid flowing to the minute annular space through ducts nAccording to the construction illustrated by Fig. 12 the plug 0 ishollow and is formed with lateral openings 0, its outer extremity beingclosed at o. In this case the liquid escapes through the lateralopenings 0 along the length of the hollow or tubular plug 0 t0 theannular passage N, and the resistance due to friction is diminished.

In the modification illustrated by Fig. 13 the extremity of the hollowplug 0 is open, but the passage therethrough is intercepted at 0 and alateral passage 0 communicates with the air or gas channel P. The air orother gas is thus caused to overtake as well as to meet the stream ofliquid as it issues from the annular passage N. I

In Fig. let is shown a modified construction of sprayer speciallyapplicable for use in engines of the class hereinbefore referred toviz., those of large size. The plug 0 is hollow and is formed withlateral perforations 0, its outer extremity being closed at 0, The solidend 0 is of slightly larger diameter than the hollow portion of the plugin which the lateral perforations o are formed. In this case the liquidescapes through the lateral openings 0 into the annular passage N and isconducted under comparatively slight frictional resistance nearly to theextremity of the plug, where it encounters and is forced through thefurther reduced. annular passage n.

According to another variation (illustrated veyance of the liquid. Undersuch circumstances, although thetotal effective area for the escape ofthe liquid maybe equal to that of the annular passage previouslyreferred to, the maximum width of the duct is somewhat greater, aconsideration of some importance unless the liquid be perfectly strainedfor the interception of solid matters. If preferred, the flats p p 13may stop short of the extremity of the needle or plug 0, the latterterminating in a solid cylinder 10 of slightly less diameter than thesurrounding passage N, as illustrated in Figs. 17 and 18. Under suchcircumstances the liquid is conducted nearly to the extremity of thepassage under comparatively little frictional resistance and is thenforced through a comparatively short passage of fully-restricted area.

What we claim, and desire to secure byLetters Patent, is

1. In a hydrocarbon engine, the combination with the combustion chamberof the e11- gine, of a chamber to contain combustible vapor, anotherchamber to contain compressed air mixed with hydrocarbon vapor, pipesconnectin g the two chambers last named with the combustion chamber,heaters adapted to simultaneously heat the charges in said two chambers,and means for admitting these separately heated charges simultaneouslyto the combustion chamber for starting the engine, substantially as setforth.

2. In a hydrocarbon engine, the combination with the chimney or exhaustpipe 0, of a compressed air-chamber or receiver D traversed by the saidpipe, a pipe cl connecting the receiver D with the combustion chamber, acock 6 controlling said pipe, and a sprayer F for injecting oil and airto the compressed airreceiver, substantially as and for the purpose setforth.

3. In a hydrocarbon engine, the combination with the two do uble-actingcylinders provided with exhaust-valves, of an automatic valve-openeradapted for opening one of said exhaust Valves at such a time as toproduce in one cylinder an impulse at the same time that an impulsetakes place in the opposite end of the other cylinder, substantially asset forth.

4:. In a hydrocarbon engine having two double-acting cylinders, thecombination with the cam-shaft t' and cam h, of the lever 71F and thecatch isubstantially as and for the purpose set forth.

5. In a hydrocarbon engine, the combination with a hollow piston of twotubular tailrods K K both of which pass through the cylinder cover K andwork in tubular casings k a valve k on the suction side, and a valve 70on the delivery side of the system the whole operating to circulatewater through the piston and cylinder cover or other parts to be cooled,substantially as set forth.

6. In a hydrocarbon engine, the combination with the valve stem m of thelongitudinally adjustable body M and the button m secured to the saidvalve stem, substantially as and for the purpose set forth.

7. In a hydrocarbon engine, the improved sprayer or mixing device,comprising an annular passage for the liquid, an air-passage,

' and a plug formed in such a manner that the fully restricted portionof the passage through Which the liquid has to pass extends but a shortdistance longitudinally, the frictional resistance being thereby reducedto a minimum, substantially as herein described.

8. In a hydrocarbon engine vaporizing or WM. DENT PRIESTMAN. SAML.PRIESTMAN.

\Vitnesses EDWIN HoLMEs, ARTHUR E. ELTON.

